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The car came to us with the turbo back exhaust, Intercooler and intake running a cobb map stage 2 map. We installed a 3 port EBCS and the Moroso Dual catch cans. Then we got this silver hatch on the dyno for a new speed density tune. Overall the car feels great with some hard hitting torque out of this stock turbo set up. The Black TMIC with matching turbo heat shield really complemented the black Moroso catch cans making for one clean yet stock looking engine bay.

they're good, but they're inflated. if you go look through the MLT dynos they are all extremely high also they run in 4th. it's hard to guess what the real world numbers would be, but my guess is they are about 15-18% high.

they're good, but they're inflated. if you go look through the MLT dynos they are all extremely high also they run in 4th. it's hard to guess what the real world numbers would be, but my guess is they are about 15-18% high.

I don't think 313whp is too inflated. We have also made ~350-370wtq on the old DynoDynamics we used to use on stock turbo cars with similar mods. I will share a few graphs for reference.

best curve ive ever seen for this car...not even E85
it holds out good till 6k thats all you ever need.

Thanks guys! Feels surprisingly linear on the street too. Boost comes on nicely and the power is there for your normal shift point. Like you said no real reason to push these cars past 6500 with stock turbos.

they're good, but they're inflated. if you go look through the MLT dynos they are all extremely high also they run in 4th. it's hard to guess what the real world numbers would be, but my guess is they are about 15-18% high.

Stop before you look stupid. How far up your ass did you have to reach to pull out those percentages? Those numbers are only ~10% higher than what some friends put down locally on stg2 STi tunes on one of the lowest reading Mustang dynos I've ever used. Yet this means absolutely nothing as it's a different brand of dyno, sitting in a different state, at a different altitude, on a different day with different weather. It matters not whether the numbers are high. It matters that compared to stock or compared to baseline they managed to squeeze more power out of it. The ONLY thing that matters is that the owner of the car is happy with the result.

Stop before you look stupid. How far up your ass did you have to reach to pull out those percentages? Those numbers are only ~10% higher than what some friends put down locally on stg2 STi tunes on one of the lowest reading Mustang dynos I've ever used. Yet this means absolutely nothing as it's a different brand of dyno, sitting in a different state, at a different altitude, on a different day with different weather. It matters not whether the numbers are high. It matters that compared to stock or compared to baseline they managed to squeeze more power out of it. The ONLY thing that matters is that the owner of the car is happy with the result.

Stop before you look stupid. How far up your ass did you have to reach to pull out those percentages? Those numbers are only ~10% higher than what some friends put down locally on stg2 STi tunes on one of the lowest reading Mustang dynos I've ever used. Yet this means absolutely nothing as it's a different brand of dyno, sitting in a different state, at a different altitude, on a different day with different weather. It matters not whether the numbers are high. It matters that compared to stock or compared to baseline they managed to squeeze more power out of it. The ONLY thing that matters is that the owner of the car is happy with the result.
Cliff's Notes: Who cares?

this is true...also this is not a locally tuned STG2 STi. this is a stg2 WRX. numbers usually range from 280whp-300whp and torque is between 290-320.

now i'm not a mathematician like you apparently are, but thats 21.5%, 15.3%, & 19.8% respectively for the torque numbers and yes they are about 10% high for HP numbers. but that's not with mustangs, those are dynojets. those are also about 17% higher on the torque than the numbers seen on a stg2 on a mustang dyno on a 95* day with a VF52 and 91. and those are just 3, i could find more. granted there are a million different variables for the numbers they are getting. gear, air temp, etc. and they're good numbers and as long as he's happy that's all that matters.

it's not an attack, i'm just curious what the baseline is for MLT on a stock 09+ WRX with zero mods. that'd give you an idea of what the more realistic conversion to another dyno would be.

now i'm not a mathematician like you apparently are, but thats 21.5%, 15.3%, & 19.8% respectively for the torque numbers and yes they are about 10% high for HP numbers. but that's not with mustangs, those are dynojets. those are also about 17% higher on the torque than the numbers seen on a stg2 on a mustang dyno on a 95* day with a VF52 and 91. and those are just 3, i could find more. granted there are a million different variables for the numbers they are getting. gear, air temp, etc. and they're good numbers and as long as he's happy that's all that matters.

it's not an attack, i'm just curious what the baseline is for MLT on a stock 09+ WRX with zero mods. that'd give you an idea of what the more realistic conversion to another dyno would be.

I think everyone would like to see this. Especially since it is one of the items we generally require in the so-called "required format" for posting results in PPB. But we can't force MLT to go buy a car or hunt for a car just to appease the masses. If and when someone stops in with a bone stock, baseline car to put on their dyno I'm sure we'll get to see some useful numbers that put everything into perspective.

now i'm not a mathematician like you apparently are, but thats 21.5%, 15.3%, & 19.8% respectively for the torque numbers and yes they are about 10% high for HP numbers. but that's not with mustangs, those are dynojets. those are also about 17% higher on the torque than the numbers seen on a stg2 on a mustang dyno on a 95* day with a VF52 and 91. and those are just 3, i could find more. granted there are a million different variables for the numbers they are getting. gear, air temp, etc. and they're good numbers and as long as he's happy that's all that matters.

it's not an attack, i'm just curious what the baseline is for MLT on a stock 09+ WRX with zero mods. that'd give you an idea of what the more realistic conversion to another dyno would be.

I posted up numbers from a different dyno that we used for the better part of 2years... is that irrelevant to you? Each one I posted made high torque on a DynoDynamics dyno. Are DynoDynamics not a valid dyno brand anymore?

This is just further proof that every dyno reads especially depending on conditions.

Great question. It is normal practice to dyno vehicles in whichever gear is closest to a 1:1 ratio. For the average 5 speed transmission, 4th gear is closest to 1:1. With the average 6 speed transmission, 5th gear is selected.

The reason this has become regular practice is due to the method in which Dynojet dynometers calculate horsepower and torque. Dynojets calculate hp by reading mass (weight of rollers) and acceleration (rate of increasing velocity of said weight). So in order to not acquire skewed numbers you have to alleviate any acceleration advantage/disadvantage offered by the transmission's gearing. This is why in this case, as close to 1:1 as possible is ideal.

However when operating a roller based dyno the load cell calculates hp via roller speed and torque applied to the roller, and from there torque is figured by using vehicle rpm as a reference. So technically what gear you run the vehicle in does not matter on loaded style dynos.

However as far as engine load is concerned, you should keep load as high as possible to get a broad enough reading with the engine in-taking and expelling air at it's max efficiency without over working the engine and transmission unnecessarily. That way tuning will be more accurate and you will not run into a boosting issue in the higher gears that you were not prepared for possibly causing engine damage. You don't need to be in the highest gear to do this of course, but you will not reach maximum efficiency in the lower gears so the 1:1 gear works all around.

If I am incorrect in my understanding I don't mind being corrected of course. From the things I've researched and seen this is how I've come to understand the functionality of the two systems.

Great question. It is normal practice to dyno vehicles in whichever gear is closest to a 1:1 ratio. For the average 5 speed transmission, 4th gear is closest to 1:1. With the average 6 speed transmission, 5th gear is selected.

The reason this has become regular practice is due to the method in which Dynojet dynometers calculate horsepower and torque. Dynojets calculate hp by reading mass (weight of rollers) and acceleration (rate of increasing velocity of said weight). So in order to not acquire skewed numbers you have to alleviate any acceleration advantage/disadvantage offered by the transmission's gearing. This is why in this case, as close to 1:1 as possible is ideal.

However when operating a roller based dyno the load cell calculates hp via roller speed and torque applied to the roller, and from there torque is figured by using vehicle rpm as a reference. So technically what gear you run the vehicle in does not matter on loaded style dynos.

However as far as engine load is concerned, you should keep load as high as possible to get a broad enough reading with the engine in-taking and expelling air at it's max efficiency without over working the engine and transmission unnecessarily. That way tuning will be more accurate and you will not run into a boosting issue in the higher gears that you were not prepared for possibly causing engine damage. You don't need to be in the highest gear to do this of course, but you will not reach maximum efficiency in the lower gears so the 1:1 gear works all around.

If I am incorrect in my understanding I don't mind being corrected of course. From the things I've researched and seen this is how I've come to understand the functionality of the two systems.